Railway traffic governing apparatus



April 26, 1932. P. H. CRAGO 1,855,752

RAILWAY TRAFFIC GOVERNFLNG APPARATUS Filed Aug. 20, 1950 2 Sheets-Sheet1 lNVENTOl R." P 1-} .Craa7o,

- P. H. CRAGO 1,855,752

RAILWAY TRAFFIC GOVERNING APPARATUS 2 Sheets-Sheet 2 April 26, 1932.

Filed Aug. 20. 1930 1 4 ATi'oRNEY ill) Patented Apr. 26, 1932 warrenstares PAUL CBAGO, OF WILKINSBURG, P ENN'SYLVANIA, ASSIGNOR TO THE UNIONSWITCH 6c SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORA'IIQN- OFPENN- SYLVANIA RAILWAY TRAFFIC GOVERNING APPARA'lTlS Application filedAugust 20, 1930. Serial 110,476,502.

My invention relates to railway traffic governing apparatus andparticularly to highway crossing signaling systems for single trackelectric railways.

One feature of my invention is the pm vision of polarized relaysreceiving energy from the trolley wire or any otherc'onductor whichsupplies propulsion energy to the vehicle and which operates contactsforcontrolling the signals or other trafhc governing means at thehighway crossing.

Another feature of my invention is the provision of means for indicatingto an approaching trolley car the signal indication being displayed onthe highway, and formdicating to a following car, trafiic conditionsbetween the following car and the crossing, as well as for indicating tovehicles on the highway, traflic conditions on the railway track in thevicinity of the highway.

I will describe three forms of apparatus embodying my invention, andwillthen point out the novel features thereof in claims.

In the accompanying drawings, Fig. l is a diagrammatic View of one formof railway trafiic governing apparatus embodying my invention. anotherform of apparatus embodying my invention. Fig. 3 is a similar viewshowing still another form of apparatus embodying my invention.

Similar reference characters refer to similar parts in each of theseveral views.

Referring first to 1 of the drawings, the numerals 1 and 1 designate therails of a stretch of electric railway track X which is provided with acurrent supplyingconductor 2, such as a trolley wire or third rail,adapted to be traversed by a suitable traincarried current collectingdevice, not shown.

lhe conductor 2 is connected with one term nal a: of a source of energy,not shown in the drawings, the other terminal of which will usually begrounded. A highway H intersects the track X and isprotected on oppositeFig. 2 is a similar view showingcrossing signals S and S ,.and thesignals S.

and S are likewise providedalong thetrack X at points remote from thehighway to indicate to an approaching train traflic conditions betweenit and the highway H, in a manner presently to be described. The signalsS S SflSfl-S and S may be either of the two or three-position type butfor the pur pose of thisdesoription' are shown as being 3, throughcircuits controlled by a neutral control relay K.

Considering the parts in a normal condition, as shown 1n the drawings,current from the battery 3 will flow from one terminal thereof, throughfront contact 4 of neutral relay K, wires 5 and 6, lamp G of signal Sand wires 7 and 8 back to battery 3 and also from wire 6, through lamp Gof signal S and wires 9 and 8 to battery'3, thereby displaying.pro-

ceed indications to traffic moving 1n either direction over the highway.Under these conditlons, current from the battery also flows from oneterminal thereof through.

front contact 4 of neutral relay K, wires 5 and 6, lamp R of signal Sand wires 7 and 8 to the other terminal ofbattery 3; and also from wire6 through lamp R of signal S and wires 9 and 8 back to battery 3,thereby dis: playing stop indications to trafiic moving in eitherdirection over. the railway track X and notifying the operator of thecar that proceed indications are displayed at the highway Hto trafiic'onthe highway.

' Also current from the battery 3 flows from one terminal thereofthrough front contact4.

of neutral relay K, wires 5 an d'6, lamp G of approach signal S ,'andwires 7 and 8 back to battery 3, and also from wire 6 through lamp G ofapproach signals S and wires 9 and 8 back to battery? 7 When the neutralrelay'K is deenergized, as will presently be described, the frontcontact 4 thereof is opened, and a back contact 10 of this relayisclosed. This opens allof the circuits previously traced and. establishesa circuit from one terminal of battery 3 through GAL back contact 10 ofneutral relay K, wires 11 and 12, lamp R of signal S and wires 7 and 8to theother terminal of battery 3 and also from wire 12 through lamp Rof signal S and wires 9 and 8'b-acl: to battery 3, thereby displayingstop indications to traflic approaching the crossin from eitherdirection over the highway. Under these conditions current from thebattery 3 also flows from one terminal thereof; through back contact 10of relay K, wires 11 and 12, lamp G of signal S and wires 7 and 8 backto battery 3 and also from wire 12, through lamp G of signal S and wires9 and 8 to battery 8, thereby .dis-

playing proceed indications to trathc moving toward the crossing ineither direction over the track X. Also current from one terminal ofbattery 3 flows through back contact 10 of neutral relay K, wires 11 and12, lamp R of approach signal S and wires and 8 to battery 3, and'alsofrom wire 12, through lamp R of approach signal S and wires 9 and 8 tobattery 3. v

From the foregoing, it will be apparent that when the crossing signals Sand S indicate proceed, the crossing signals S and S indicate stop, andthe approach signals S 'and S display proceed indications, andconversely, when the highway crossing signals S and S display stopindications, the

trackway crossing signals S and S display proceed indications and theapproach signals S and S display stop indications to a following car.The signals S and S are located at a sufficient distance from thehighway H that a car on the railway will have ample time within which todecrease its speed or stop before reachinj the highway H in the eventthat the signal S or S fails, through any cause, to display a stopindication to traffic over the highway upon the approach of a car .onthe track X.

A plurality of contactors C C C 6*, G and C are arranged at spacedintervals along the conductor 2 and are adapted to be successivelyengaged in the order named by a current collecting device such as atrolley wheel or shoe carried by a' car or train as it proceeds over thetrack from left to right, as viewed in the drawings," and in the reverseorder by a train traveling in the opposite direction; The contactors C Cand C are located on one side of the highway Hand thecontactors C C andC are located on the opposite side of the highway H.

The contactors C and C are spaced relatively close together and.constitute what I shall term a first pair of contactors and thecontactors C and C are also spaced in close proximity with one anotherand constitute a second pair. The contactor C of the first pair isconnected with the contactor C by a wire 19 and the contactor C of thesecond pair isconnected with the contactorC by a wire 20.

A transformer T is associated with the first pair of contractors, oneterminal of the primary 21 of this transformer being connected with thecontactor C through re istor 22, and the other terminal of the primarybeing connected with the contactor C through a resistor The primary 21is also connect-- ed, at its mid point, with a terminal 0 of the sourceof electrical energy, thereby dividing the primary into two windings 24and 25. The secondary 26 of the transformer T is connected with thewinding ofa polarized relay R which is provided with a contact 27 andwhich is ot-the type that remains in the position to which it was lastmoved until positively energized to another position.

A transformer T is associated with the second pair of cont-actors C andC and one terminal of the primary -28 of this'transiormer isconnectedwith the contactor C through a resistor 29, and theother terminal of theprimary is connected with the cont actor C through a resistor 3.0. Theprimary 28 is connected at its mid point with a teminal 0 of the sourceor electrical energy, thereby dividing the primary28 into two windings31 and 32. The secondary 33 of the trans former T is connected with thewinding of polarized relay R which is provided with a contact 3 andwhich is similar to relay R The neutral relay K receives ener I througha circuit passing from terminal. a through contact 2? of polar relay Rwire l 5, contact 34: of polar relay R wire 37, wire 38, winding ofneutral relay K and wire 39, to terminal 0. The wire '38 is alsoconnected ith the contactor C through a resistor 40, and with thecontactor G through a resistor tl,'thereby rendering itpossible to attimes energize. the relay K, independentlv of the circuit just tracedthrough the conte "L5 2'? and 34;, by current through the contactors Cand C, as will presently be described.

I will now assume that the parts ar i condition shown in Fig. 1 of thedrav. in which the contacts 27and 3 1- of relays R R are closed.- Withthe apparatus in this condition the relay K is energized and "frontcontact 4: of this relay is closed. This caus s the illumination of thelamps G of the l way crossing signals S and S and the lai ,is R ofthefltracltway crossing signals S and S" and also the lamps G oftheapproach signals S and 8, through circuits previoi-isly traced for theselamps.

'If,-now, an eastbound train approaches the crossing over the track Xthe current collecting device (not shown) carried thereby will firstengage the contactor C This will cause a momentary fiow of current fromthe conductor 2 through the current collecting device, cont-actor Cresistor 22 and the winding 24 of transformer T to terminal 0. directionof flow of current in the winding 24 is such as will induce a current inthe sec- 1 the 36, resistor ondary winding 26 of the polar relay R of apolarity that will cause the contact 2'? to open, When the currentcollecting device moves out of contact with the contactor and breaks thecircuit therethrough, the collapse of the field in the transformer Tinduces a current in an opposite direction inthe secondary winding 26 ofpolar relay R such as will cause the contact 27 to close. As the currentcollecting device moves into engagement with the contactor C currentwill flow in the winding 25and in a direction such as will tend tomaintain the contact 27 closed. The cont actors C and C are spacedsufiiciently close together so that the current collecting device movesout of engagement with the former and into engagement with the lattersubstantially simultaneously. When the current collecting device movesout of en "ement with the contactor C a pulse or surge of current willbe produced in the the lamps G of the approach signals S and S are thusopened, and the circuits previously traced through the lamps R of thesignalsS and S the lamps R of the approach signals S and S and the lampsG of the signals S and S are closed. This causes a stop indication to bedisplayed to traffic on the highway a proceed indication to theapproaching train, and a stop indication to following trains.

As the current collecting device passes over the contactor G which isemployed for traffic in an opposite direction only, the resistor 4-0 solimits the passage of current that the relay 1: will not be energizedsufficiently to open its back contact 10. If, however, the front contact4 of this relay is closed at this time, as will be in the case oftrafiic in an opposite direction, the current passing through theresistor .0 is sufficient to maintain the contact 4 closed.

After the train passes the highway crossing H the current collectingdevice carried thereby next engages the contactor C which is connectedwith the contactor C by the wire 19,

The effect is therefore exactly the same that when the currentcollecting device engaged the cont-actor C namely, that when contact isfirst made between the current collecting device and the contactor C, asurge or impulse of current is produced in the wind ing 2% of thetransformer T which operates to open contact 27 of the polar relay R andthat when the current collecting device moves out of engagement with thecontactor Cflthe interruption of current through winding 24 creates animpulse of current in relay R which closes contact 27; The closing ofthe contact 27 reestablishes the circuit previously traced through theneutral relay K and causes this relay to close itsfr-cnt contact Thecircuits initially traced throughthe lamps G of the crossing signals 8was? and the approach signals S ands and also those through the lamps Rof the signals S S will therefore be reestablished in theirnormalcondition. p

The current collecting'device next engages the contactor C and causes animpulse of current in the winding 32 of the transformer T whiclrinducesan impulsein the secondary 33 of this transformer in such a dlrectlonas'to hold the contact 34 of the relay R in its normally closed position.'VVhen, however,

the current collecting device moves out of en'- gageinent with thecontactor C an impulse of current of an opposite polarity will beproduced in the secondary 83, thereby operating relay R to open contact34 The current collecting device next breaks contactwith the contactor Cthus interrupting the flow of current through winding 32-, and thenengages contacto'r C to supply a surge of current to windingSl. Both ofthese operations aid in creating in secondary 83 a surge of currentwhich operates relay R to open contact 34:. When the current collectingdevice engages contactor C however, current flows from the contactor,through wire 20, contactor-G resistor-lO, wire 38, winding of relay K,and wire 39 to terminal 0. Current supplied over this circuit would notbe sufficient to energize the relay K if it were deenergizechbut issufficient to holdthis relay in itsenergized position which it nowoccupies. It follows that relay; K holds its front contact closed, so ithat the signals controlled thereby are unaffected, while the currentcollecting device on the train passes contactors-C and C When thecurrent collecting device moves out of engagement with the contactor Gthe interruption of current in-winding31 causes a'surge of current inthe secondary 33 of transformer T which causes relay R to close contact34 and restore the normal circuit for relay K. The operation of theapparatus in response to the movement of a westbound train through theportion of the track shown in the drawings is similar to that describedfor eastbound movement and will be understood from the foregoingwith'outfurther explanation; i

r The signals S and S prevents following train from passing thecontactjors C and C before the first train clears the highway cros's-'-ing H. lVere it not'for these signals a sec ond train might follow thefirst train past'the contactors G and C with the result that as soon asthe first train passed the contactor C the highway crossing signals Sand S would indicate proceed to tralfic ave-rule highway notwithstandingthe approach of the; f

. fic. As soon, however, as the current collectseconditrain.

In Fig. 2, I" have shown anotherembodi ment of my inventionin which Iaccomplish the same result by a slight change andrearrangement of theparts. In this embodiment ofmy invention I control-the, operation of theseveral signals by means of polar relays R and'R. Relay R is providedwith Q; two windings 42 and 43' and a contact-27 arrangedito be closedwhen winding, 42 is energized and to be opened wheniwinding 43isrenergized', but to-remainzinthe position to which it was. last moveduntil positively i gfismoved to. a different position. Relay R issimilar to relay R and comprises two windings44 and 45 and a contact 34controlled thereby. One terminal of the winding 42 or the relaylt isconnected througha resistor P 46twith'the contactor C and the otherterminal thereof is connected with the'terminal 0 of the source ofelectrical energy. Also one of the terminals'of the winding 430i therelay R is connected, through a resistor 47, with-the contactor C andthe other terminaLof this winding is connected with the terminal 0 Inalike manner one of the ter minals of the winding 44 of the relay Risconnected, through a resistor 48, with the contactor C and the otherterminal of this winding is connected with the terminal 0.

Also, one terminal of the winding 45 of this relay is connected, througha resistor 49, with the contactor C and the other terminal of thiswinding is connected, with the terminal 0. I

The-wire 38-leading to-one terminal of the 'neutral relay K is connectedwith the contact rC through a resistor 50 and a wire 4-" 51, and withthe contactor C through a resistor; 52 anda wire 53. In allotherrespectsthe construction shown in Fig. 2 is similar to that described inconnection; with that disclosed in Fig. 1. I

Qonsideringthe parts as beinginthe positions shown in Fig.2, I willassume that an eastbound car carries its current collecting deviceintoengagement with the contactor G This .causes a momentary flow or"current holds-contact 27 closed. \Vhen the current collecting devicemoves out of engagement with the contactor C and into engagement withthe contactor G a flow of current will result in winding 43 of therelayR which will energize this relay to open the contact 27, and break thecircuit through this con tactand the relay K. The relay K, however,

ofrelay K, but this condition has no usefulfunctionin connection witheastbound trafin the winding 42' of the polar relay R and:

fic, being-employed only for westbound trafing'devicemoves out ofengagement with the contactor C thecircui't'through the auxiliarycircuit just traced for relay IQ is opened,

thereby permitting the contact 4 of relay K the contactor C a circuit iscompleted through the wire 20 and winding of polar relay R whichenergizes this winding and tends to close the contact 34. This contact,however, is. already closed and consequently, no change in the conditionof the several circuits results. As soon as the train passes the highwayH the current collecting device car ried thereby engages the contactor Cand causesthe energization of winding 42 of the polar relay R Thiscauses the contact 27 to close and re-establish the circuit through thiscontact and the neutral relay Ii, thereby opening the contact 10 andclosing the contact 4 of this relay. This returns the apparatus to itsnormal condition by reestablish i throu h the wire 53 resistor 52 wire38 and winding of'ne'utral relay K, which maintains this relay energizednotwithstanding the fact that the contact 34 is open. The system consequently remains undisturbed in its normal condition. As the currentcollecting device moves out of engagement with the contactor C and intoengagement with the contactor C the auxiliary circuit just traced isopened but a circuit is also established from the contactor C throughthe winding 44 of the polar relay R which closes the contact 34, therebyreturning the system to its normal condition.

The operation of the apparatus for westbound trafiic is similar to thatabove-described in connection with eastbound traflic and will beunderstood without further. explanation.

In Fig. 3., I have shown still another form of my invention in which Iemploy three position Signals for highway protection. In this embodimentof my invention,a plurality of contractors C C C C and C are arranged atspaced intervals along the conductor 2, the contactors C and C beinglocated in close proximity with one another on one side of the highwayH, the contactor C at or adj acent the crossing, and the contactors 0 7and C in juxtaposition on the other side of the crossing. The apparatusalso embodies a pair of slow releasing relays R and R, a stick relay L,a slow pick-up relay M controlled by the relay L, and a slow releasingrelay P. Normally, that is to say, when the stretch of track between thecontactors G and C is unoccupied by a car approaching the crossing fromeither direction, all of the relays abovementioned are in a deenergizedcondition and the lamps G of the signals S S S and S are illuminated byvirtue of a circuit passing from terminal w, through back contacts 54and 55 of relays'L and M respectively, and lamps G to terminal 0, thusindicating proceed to traiiic both over the track X and on the highway.Also, with the parts in this condition, the lampsR of the signals S andS are likewise illuminated by virtue of a circuit passing from termlnalat, through back contact 56 of relay M, and lamps R to terminal 0.

I will now assume that an eastbound'car approaching the intersection inthe direction of the arrow inFig. 3, carries its trolley wheel, or othercurrent collecting device, into engagement with the contactor'C. Thiswill cause a momentary flow of current from the conductor 2, through thecontactor C wires 57 and 58, back contact 59 of relay R wires 60, 61 and62, winding of relay Ri, wires 63 and 64 and resistor 65 to ground. Theresulting energization of relay IR completes a pickup circuit for thestick relay L passing from terminal w. through front contact 66 of relayR wire 67 and winding of relay L to ter minal 0. The energization ofrelay L opens its back contact 54, which interrupts thecircuitpreviously traced through this contact for the lamps G of the signals SS S and S but establishesa circuit passing from terminal a through frontcontact 54 of relay L, and lamps R of signals S and S to terminal 0,

* thereby causing the illumination of these lamps and indicating to afollowing train that the stretch of track between the contactor C andthe highway crossing is occupied.

The energization of relay L also establishes J; a circuit for the lampsY of the signals S and S passing from terminal 00, through front contact68 of relay L, wire 69, back contact '70 of relay M, and lamps Y' toterminal 0, thereby indicating caution to traffie on the highway. Theenergization of relay L also completes a stick circuit for this relaypassing from terminal 0:, through back contact 71 of relay P, wire72,-front contact 73 of relay L, wires 74 and 67, and winding of relay Lto terminal 0, which maintains relay -L energized and the circuits forthe several signals intact after the current collecting device carriedby the car moves out .of engagement with the contactor C". v

The energization of relay L also establishes a pick-up circuit for relayM passing from terminal 00, through front contact 75 of relay L, wire76,'and winding of-relay M to terminal 0. The relay M, however, beingslowacting in character, does not respond until'the expiration of timeinterval of predetermined duration, at which time it opens-its backcontacts '55, 56 and 70, therebyinterrupting the circuit previouslytraced for the lamps G of the signals S S S and S atanother point, thecircuit for the lamps R of the signals S and S and the circuit for thelamps Y of the signals S and S /Vhen therelay M responds it establishesa circuit passing from terminal 00, through front contact 68 of relaythecontactorC, lamps G of the signals S v and S) are extinguished and thelamps Y of the signalsS and S and the lamps R of the signals S and- Sare illuminated simultaneously, and that after a predetermined timeinterval has elapsed, which interval is determined by the adjustment ofthe relaycM, the lamps Y of the signals St and S are'extinguishedand thelamps R of these signals and thec-lampsG of thesignals S and S aresimultaneously illuminated. I

During the aboye described operations, the current collecting devicemoves into engagementwiththe contactor C and establishes a stick circuitfor relay R passing from conductor 2, through the current collectingde-' vice, contactor C wires Wand 78, front contact-"Z9 of relay. R wire62, winding of relay passing from One terminal of the'winding of relay Rthrough wires 63 and 64:, non-inductive resistor 80, wire 81, frontcontact 82 of relay R wires 61 and 62,-tolthe other terminal of thewinding ofrelay R This snubbing circuit is described in detail in mycopending application, Serial. No. 398,339, filed Oct; 9, 1929, and notonly delays the re-' lease period ofthe relay R but reduces shock atthe, pole faces of the relay. The current collecting device next movesout of engagementwith the contact-or C and interrupts the pick-upcircuit for relay R previously traced through contactor C The currentcollecting device next moves out of engagement with the contactorC andinterrupts-the stickcircuit for relay R but-thisvrelay does not open itsfront contacts untilaavpredetermined time interval has elapsed, due tothe effect or the-snub'bing circuit above traced. When, however, suchtime interval. expires, front contacts 66, 79 and 82- of relay R allopen and back contact"? 9 tl1ereof=closes,thus breaking the stickcircuit'and snubbing circuit for relay R previously traced-through frontcontacts 7 9 and 81, respectively of this relay and also interruptingthe pick-up circuit for reiay L previously traced through "front contact66 of relay R". Relay L, however, 'remains'energized by virtue of itsstick circuit previously traced through its :front contact73 andconsequently the'several signal) circuits last described remain intact.

='When'the ca-r'reaches' the highway "crossing its-current collectingdevice engages the contactor-C and completes a" pick-up circuit 'for:relay P passing 'from 'the conductor 2 through the current collectingdevice, contactor G", resistor 83, wires Stand 85, winding-of relay P,and wire 86 to ground. The energization of relay "1? causes it to openits back contact .7 1, :thus 7 interruptingthe stick circuit for relay Lpreviously traced through this contact. This causes the deenergization:of relay "L which immediatelyopens its front contacts 54yfi8, 73 and 75and closes its back contact '54r,thereby =re-establishing the-normalsignal circuits-initially-described. The energizationof relayalso-establish a snubbing circuit for this relay passingfrom one"terminal :of its winding, through wires -86 :and 87, front contact '88-of relay "P, noninductive resistor 89 and wire' 8 5 to-:the otherterminal of the winding. The currentcollecting device next moves out ofengagement with the contactor C and interruptsthe pickup circuit :forrelay P 'but the snubbing cir- -cuitjust-traced prevents this relay-fromagain clos ng itsback contact 71 until'the relay L hashadtime to openits'front contact '73 and vprevent the s re establish'ment of its stickcir- -cuit.

As the -car recedes from the crossing it 'neXt-carries its currentcollecting device into ftablishes'a pick-upcircuit for relay R passingfrom contactor C' ,'through wires'77 and 178, back-fcontact179 ofvrelayR wires 90 and '91, winding of relay R wi-res 92:a1id=' 64: and resistor"6510 =-ground. The energization of relay R caus es .it to riopen its'bac'k'contact fi -and to close its front contact 59.

The current collecting deviceinext engages the contactor'C andestablishes a stick circuit forfrelay R passing 'from'contactor Cthroughwires 57 and 58, front'contact 59 of relay {R wire 91, winding-ofrelay R wires 92 and-64:, andyresistor 65-toground. The opening-ref backcontact59 of relay'lR above described prevents 'encrgization of the Irelay invention.

engagement'with the contactor C and' eslecting device engages thecontactor C, the operation of the apparatus would be the same as whenthe contactor G is engaged bythe current collecting device, aspreviously described.

The operation of the apparatus for westbound tratiic is similar to thatfibOVG-'Cl6- scribed in connection with eastbound'trafiic and will beunderstood withoutfurt-hen explanation.

'From the foregoing-it-will be apparent that I have-provided a verysimple and ethcient apparatus operable-by the current'in the propulsionconductor for gov-erning'the operation of wayslde and highway crossingslgnalsfortrafiic m opposite directlons over a singletrack'railwayand-in which a minimum number of relays'are employed.

Although Ihave'herein shown and described only three forms ofrailwaytrathc governing apparatus embodying my invention, it understoodthatyvariol-is :changes --and modificationsmay be made thereinwithin thescope of the appended claims without departing fromthe sp1r1t and scopeor my Having'thus described my invention what I claim is 1. Incombination, a stretch of railway track intersected by a: highway, afirst signal for governing trafiic on said highway at such intersectionand adapted to display a plurality of aspects, a second signal forgoverning trafiic OVQT'Silld stretch at such intersection and adapted todisplay a plurality of aspects, a thirdsignal'located at a'point remotefrom sald second s1 gnal for-lndlcating traiiic conditions between saidthird signal "and such intersection and adapted to'displa-y a pluralityof aspects, train controlledmeans located at 'a point remote'from suchintersection for causing certain of said signals to display certainaspects, and train controlled means located at a point-adjacent suchintersection for causing said signals-to display certain other aspects.

2. In combination, a stretch of railway track intersected .by a highway,a first signatforgoverning traific on said highway at such'intersectionand normally displaying :1 proceed indication, a secondsignallocated at.a point remotefrom such intersection for indicati-ngtrafiic conditionson said stretch between said. second signal and such-inten section andnormally displaying a stop indication, train controlled means located ata point remotefrom such'int-ersection forcausing said first and secondsignals to'change their aspects, an'd'train controlled means located' ata porntad1acent such intersection for causing said first and secondsignals to again display said normal aspects.

3. In combination, a stretch of railway track intersected by a highway,a first signal for governing trailic on said highway at suchintersection, asecond signal for govadjacent such intersection forcausingsail first signal to display adifierent aspect, said secondsignal to display a stop indication, and said third signal to display aproceed indication.

4. In combination, a stretch of railway track intersected by a highway,a first signal for governing traific on said'highway at suchintersection, a second signal for gov-, erning trafiic over-said stretchatsuch intersection, a third signal located at a point remote from saidsecond signal for indicating trafiic conditions between said thirdsignal and such intersection, train controlled means located on one sideof such intersection for causing said first signal to display a certainaspect, said second signal to display a proceed indication and saidthird signal to display a stop indication, and train controlled meanslocated on the other side of such intersection for causing said firstsignal to display a proceed indication, said second signal to display astop indication, and said third signal to display a proceed indication.5 V

5. In combination, a stretch of railway track, traffic governing meansfor said stretch. a contact device for controlling said governing means,a polarized relay-for controlling said contact device, a first trainoperated device located on one side of said governing means forcontrolling the energization of said relay by current of a certainpolarity, a second train operated device associated with said firstdevice for controlling the energization of said relay by current of areverse polarity, and a third train operated device located on theopposite side of said trafiic governing means and electrically connectedwith said first train operated'device for controlling the energizationof said relay by current of said certain polarity.

6. In combination, a stretch of railway track intersected by a highway,a crossing signal adjacent such intersection, approach signalsassociated with saidcrossing signal, a contact device for o1ntlycontrolling said crossing signal and sand approach signal, a

polarized relay for controllingsaid contact v device, a transformerhaving its primary connected at an intermediate point with ground andthe terminals ofthe secondary thereof connected with the terminals ofthe winding of said relay, a group of contactors located on one side ofsaid intersection and arranged for successive operation by a trainapproaching said intersection for controlling said relay, one of saidcontactors being connected with one terminal of the primary of saidtransformer and another of sald convt-actors of said group beingconnected with the other terminal of said primary, and an additionalcontactor located on the opposite side of said intersection andconnected with one ofthe contactors ot'said group;

7. lit-combination, a stretch of railway track intersected by a'highway,a signal ad- 1 'acent such intersection acontact device for controllingsaid signal, afirst group of contractors located on one side of saidintersection and arranged for successive operation by a trainapproaching said intersection in one directioma. second group ofcontactors 10- rated on the other side of said intersection and arrangedfor successiveoperation by a train approaching said intersection in anopposite direction, a first single contactor located on the opposite:side ofsaid intersection from said first group of cont actors andelectrically connected with one of the contactors of said-first group, asecond single contactor locatedon the opposite side of said intersectionfrom said second gronpof contactors and electrically connected with oneof the contactors of said second'group, a first pair of windingscontrolled jointly by said first group of cont-actors and said firstsingle contactor for controlling said contact-device for trafiic oversaid stretch in one direction, and a second pair of windingscontrolledjointly by said second group of contactors and said second singlecontactor for controlling said contact device for trafiic over saidstretch in an oppositedirection.-

8. In combination, a stretch of railway track intersected bya highway, asignal adjacent such intersection, a relay for controlling said signal,a first group of contactors lo cated on one side of said intersectionand arranged for successive operation by a train approaching saidintersection in one direction, a second group of contacts located on theother side of said intersection and arranged for successive operation bya train approacha firstsingle contactor located on the opposite side ofsaid intersection from said first group of contaetors and electricallyconnected with nected with one of the contactors of said Seeing saidintersection in an opposite direction, r

ontl sgroupsazfirst epair ofavindings controlled "jointly by; said group1 of icontactors :and said first singlercontactor for: controlling-saidsrelay ri orztratiic .o ensaidstretchin one direction, a second :pair ofwindings controlled ejointly' y said second group of contactors' andsaid second single. cont-actor ifOT cont-rolling :said relay ntorctraliic over said "stretch in an copposite 'directiom-and: meansfort-preventing fi -the operationof said relay when certain ofsaidcontactors areoperated :by a. train approaching said intersection inone :direction 1 =nd whenecertain other of.saidicontactors'are :operatedby atrain;za-ppr'oaching said inters-sectioirin an opposite: direction.

I 9. In :combination, a stretch of railway track intersectefdby .ahighway,ia:-;signal ad- :ja cent such 1 intersection, a zrelay forcontrolling said signal and having oneterininal "thereof connected with'one'terminal of a source oft-electrical energy, first group ofcontactors :located ,on='one side ofsaid :inter- "section, aisecond,group of contactors located 0n the other-side ao'fi said intersection, afirst 125 single .contactor located on;the oppositeside rofasaidintersection from said first i roup I of 'contactors and electricallyconnected with one ofrthe: contractors or said first group and with the:ot-herterminal of said-relay, a secrond single cont actor located ontheopposite side ofsaid intersection from said second proup of contactorsand electrically connected with one of the contactors-iof saidsecondggroup "and also with said other terminal 135 iofsaidireiay, saidcontactors being adapted -to be-successively operated by;trains-1novingover said'stretch in opposite directions 'to connect the other-terminalof said source with said-relay, a first: pair .ofiwindings controlled a:jointly bysaid:firstgroup of eontactors and said firstsinglecontactorfor controlling said relay for trai -fie over saiid stretchtinone'dirrection, a1 second-pair of windingswcontrolled YjointIybysaidsecondgroup of contactors and 5ssaid secondsingle contactor ior controllingsaid relay for traffic over said stretchin an opposite direction, and :a-resistor connected inse-riesibetween each of said-single contact-orsand-saidother'terminal of said relay for prerentingsaid relay from.operating it' in an energized condition'when the contactors with whichsaid-relayiszccnnected, are operated by Ltrain approaching saidintersection :in .either direction.

"10. :In combinatioma stretch of railway -trackintersected bya-highway,:a first signal for governing trafiicon said highway at suchintersectioma second signal located at. a point adjacent to suchintersection'tor governing 350 traffic over said stretchat suchintersection, a stlllld signalflocatedkat a point remote from .suchintersection for indicating conditions between said third signal andsuch intersection, a train controlled con- .05 tact device for causingsaid first siga amsyma :nal to dis la ;.a caution :indication :and

said third signalrtodisplay-a stop indica- .tlOIl, anda time eelementdevice controlled by .saidcont-act device for; subsequently causing saidfirst signal to display a stop indication and said second signal todisplay a proceed indication.

11. In combination, a stretch of railway track intersectedbya highway, afirst signal forgoverning trafiic on said highway at suchintersection,a-second signallocated at a point adjacent suchintersectionfor governing traific-over said stretch at such intersection, a thirdsignal located atapoint remote from such intersection for indicatingtraffic conditions'between said-third signal and such intersection, a.first train [controlled cont-act device located atapoint remote fromsuchintersection for causing said first signal to display a cautionindication and said third signal to display a stop indication,:-a timeelement device controlled by said first contact device for subsequentlycausing said first sign-alto display a stop indication and said'secondsignal to display .a proceed indica- .tion, and a -second traincontrolled contact .deviceilocated at a point adjacent to suchintersection for causing said first signalto displaya proceedindication, said second signal to display a stop indication, and saidthird signal to display a proceed indication.

12. Incombination, a stretch of railway traclrintersected by a highway,a first signal forgoverning traflicon said highway at such intersectionand ,normally displaying a proceed indication, a second signal locatedat a point adjacent suchintersection for governingtraflicover saidstretch atsuch intersection-andnormally displaying a stop indication,athird signal located at a pointremote from such intersection forindicating trafiicconditions between said third signal andsuchintersection and normally display- .ing a proceed indication,-a firsttrain con- .trolledcontact device located at a point remote fromsuchintersection for causing said "first signal to display acautionindication and said third signalto display a stop indication, atime element device controlled by said contact device for subsequentlycausing said fir-stsignal to display a stop indication and said secondsignal to display-a pro- 'ceed indication, and a second train controlledcontactdevice located at a point adjacent such intersection-forrestoring said signals to H1911: normal conditlons.

13. In combination, a stretch of railway track intersected by a highway,a first signal for governing trafiic on said highway at suchintersection, a second signal located at a point adjacent suchintersection for governing trai fic over said stretch at suchintersection, a third-signal locatedat a point remote from suchintersection for indicating traffic. conditions between said thirdsignal and such intersection, a stick relay for controlling said thirdsignal, a slow-acting relay controlled by said stick relay forcontrolling said first and second signals, a pick-up circuit forsaidstick relay controlled by a train at a point re- 7 mote from suchintersection, and a stick circuit for said stick relay controlled by atrain at a point adjacent such intersection.

In testimony whereof I affix my signature.

PAUL H. CRAGO.

